If I’d only held the revs a little higher, this 2014 Nissan GT-R could have drag-raced a 1,000+horsepower Bugatti Veyron. Yes, despite looking like a brick, being nicknamed “Godzilla,” and having the same badge that you’ll find on an Altima sedan, the Nissan GT-R ranks amongst the elite of the supercar world.

Actually, many argue that the GT-R rules the roost, thanks to its eye-popping performance, other-worldly grip, and the fact that it costs thousands less than rivals from more prestigious automakers.

My experimentation with the Nissan GT-R’s launch control on dozy country roads surrounding the scenic town of Kent, Connecticut, drove home the point that this 2+2 sport coupe is viciously fast. At around roughly 5,000 rpm, the tachometer needle suddenly makes a nosedive towards redline. As the turbochargers deliver a subtle hiss, the ATTESA E-TS all-wheel-drive digs the 20-inch alloys and Dunlop Extreme-Performance tires into the asphalt and you’re pushed deep into the heavily bolstered driver’s seat.

The 2015 Nissan GT-R has supercar-slaying performance at an entry price of approximately $100K.

(Nick Kurczewski)

Red car, red barn. The GT-R can handle the worst Manhattan can throw at it, but we wanted to stretch this Nissan's legs in a more idyllic setting too.

(Nick Kurczewski)

The 2015 GT-R continues the long tradition of Nissan's almighty sports coupe. Constantly updated and revised, true GT-R fans can quickly spot detail changes - like new LED lighting.

(Nick Kurczewski)

The Nissan GT-R is not traditionally handsome. The body is chunky and blocky, whereas many sports cars opt for seductive curves and smoother shapes.

(Nick Kurczewski)

Yes, thank you, I’m ready to do that again and again!

Anyone who criticizes the GT-R as being too clinical or easy-to-drive – and there are plenty – might be overestimating their driving prowess. Yes, I threw the GT-R into a corner and got the tires squealing before mercilessly hitting the gas pedal. Did the car make me look better than I am? Could things have gone seriously wrong if I’d been as heavy-handed (or lead-footed) in a Spartan sports car, a vehicle with no electronic intervention or safeguards? Umm, of course, and I’m absolutely okay with that.

The logo that has become legendary with performance car fans around the world.

(Nick Kurczewski)

The Nissan GT-R has extremely powerful brakes to counter the twin-turbocharged engine.

The exhaust pipes are huge and give no doubt about the GT-R's performance.

(Nick Kurczewski)

Every vent and scoop on the GT-R is there for a reason. Despite appearances, the Nissan is extremely aerodynamic.

(Nick Kurczewski)

The vents along the side of the GT-R are there to help cool the massive front brakes.

(Nick Kurczewski)

You quickly trust the GT-R, and use all the available mechanical and electronic controls to make you that much faster. The GT-R’s all-wheel-drive system is one of the car’s most obvious technical assets. This system can send 100 percent of available power to the rear wheels, and up to 50 percent to the fronts. Added to this are Bilstein DampTronic electronically-controlled dampers – which monitor everything from engine rpm, to lateral acceleration, vehicle speed and braking force – along with Nissan’s Advanced Vehicle Dynamic Control, which sends power to each specific wheel, depending on where the car needs the most grip.

Nearly lost in the technological mix of asphalt-gripping hardware is the heart of the GT-R, the 545-horsepower twin-turbocharged V-6 engine that is nestled deep, and as far back as possible, in the front of the car. Nissan refers to this as "Premium Midship" design and, to be frank, the name sounds pretty ridiculous, that is until you open the hood. They’re not kidding or messing around; this engine is way, way back in the chassis!

An engine that isn't covered up by tons of plastic! The 545-horsepower twin-turbo V-6 looks fantastic in the GT-R.

(Nick Kurczewski)

Each Nissan GT-R is hand-built and comes with a plaque on it.

(Nick Kurczewski)

Coupled to the engine is a dual-clutch 6-speed transmission fitted with paddle-shifters on the steering wheel. Those paddles not only will fire you into the next gear in only 0.15 seconds, they also happen to be lovingly designed, thanks to their large size and the layer of leather that covers them. In city driving, and stop-and-go traffic, the gearbox manages to maintain its cool, for the most part. There are occasional ‘clunks’ and ‘thunks’ from the transmission, but it doesn’t lurch or stumble like some other semi-automatics.

In fact, during normal driving, the Nissan GT-R proved very capable when simply cruising down the highway – or making an impromptu short-cut through the Bronx to avoid weekend summer traffic jams. The ride is definitely firm, and it borders on twitchy if you switch every control into track-ready “R-mode.” Leave things in standard mode, however, and you’ll be surprised at the GT-R’s level of comfort and stability in routine driving conditions. The Nissan GT-R doesn’t give up livability compared to well-rounded rivals like the Porsche 911, Audi R8 and Corvette Stingray.

Back on open roads, the GT-R springs to life as the V-6 engine growls in the background. It’s not the most vocal engine I’ve ever heard, but it’s unbelievably effective. Ironically, so is the car’s blocky body-work that, despite outward appearances, happens to be extremely aerodynamic, with a drag coefficient of 0.26 Cd. That’s nearly equal to the 0.25 Cd posted by the fuel-sipping Toyota Prius hybrid.

That comparison is tossed out the window when you realize the GT-R rockets its way from 0 to 60 mph in approximately 3.0 seconds flat. Very few cars anywhere in the world can match that level of forward thrust. Nissan lists the top speed at 193 mph – I’m willing to forgive that the car’s speedometer actually reads up to 220 mph. Perhaps Nissan is being nice and leaving the door open to the GT-R tuning community. Hey, it’ll save someone the cost of a new gauge, right?

Nissan has spent a lot of effort on upgrading the cabin trim. In the 2015 model, there is a lot more leather and soft-touch surfaces.

(Nick Kurczewski)

Nissan allows the GT-R driver access to a huge amount of performance-related information, via controls that change the display screen on the center console.

Boost pressure, overall speed, and a more G ratings are available in Screen 5.

(Nick Kurczewski)

The GT-R's rear seats are extremely short on space.

(Nick Kurczewski)

Some dull switches can be found in the GT-R cabin. But Nissan has gotten better and better about improving the interior's look and style.

(Nick Kurczewski)

I’ll actually overlook a few items in the GT-R interior since, as many of you already know, the cabin has often been criticized for having a bargain look and feel. Trust me, Nissan has improved things over the years, and the GT-R cabin’s trim and materials have almost caught up to the rest of the car. Compared to some sport-themed steering wheels that feel like you’re holding onto a pregnant python, I found the GT-R’s wheel to be extremely comfortable and attractive. (A colleague loved the fact that it’s not flat-bottomed, which is fast becoming the de facto trend in many modern sports cars)

Some parts-bin buttons are still on the center console, and the driver’s gauge cluster looks way too much like something you’d find on a Sentra SE-R, in my opinion (minus the 220 mph speedometer, of course). Like the shrinking eye of a hurricane, these ergonomic oversights have slowly been surrounded by a solid mix of fine leather and high quality plastics. I really like the overall blocky layout of the dashboard, and a few hum-drum details don’t make a difference.

This is a $100K sports car that can chase Bugattis, for goodness sake!

The GT-R cabin is all about the business of speed.

(Nick Kurczewski)

Because every car should have a speedometer that reads up to 220 mph.

(Nick Kurczewski)

The GT-R steering wheel is leather-covered and not too thick. It also skips the en vogue flat-bottom design that's become popular in many sports cars.

(Nick Kurczewski)

The only transmission on offer is a dual-clutch 6-speed automatic fitted with steering wheel-mounted paddle shifters.

(Nick Kurczewski)

To its credit, the GT-R has loads more cargo room then many supercars that suggest owners pay a visit to Louis Vuitton for a custom-set of luggage, or gold-plated toothbrush holders. There is no silly cubby-hole in the nose to contend with, just an honest-to-goodness trunk with 8.8 cu. ft. of capacity. You can add the rear seats into the cargo-toting figures, too. They look cozy, until you sit in them. At 5’9, I had to lean my head to the side to keep from knocking my skull against the rear window. This is a 2-seat sports car, with what I’d call ‘emergency seating,’ if you truly must somehow shove an adult in the back.

Using the GT-R's launch control, the sprint from 0 to 60 mph can take 3.0 seconds flat.

(Brian Leon)

Nissan pegs the top speed of the GT-R at 193 mph.

(Brian Leon)

We decided not to attempt top speed heroics on the roads surrounding Kent, CT. That doesn't mean we didn't put that twin-turbo V-6 and all-wheel-drive hardware to good use, however.

(Brian Leon)

Under hard acceleration, the Nissan GT-R is a blur...

(Brian Leon)

The 2015 Nissan GT-R is a technical powerhouse at all speeds and in all situations.

(Brian Leon)

You’ll shove everyone into their seatbacks whenever you unleash the power of the GT-R. This car is a technological trip that taps into all your automotive senses. You could make do with less, from a performance standpoint – not everyone needs, or wants, this degree of go-fast gizmos. Then again, you could pay a whole lot more money for a sports car that doesn’t come close to the GT-R’s blend of grip, acceleration, braking power and all-weather prowess.

The scenic town of Kent, Connecticut, served as the bucolic landscape for our test drive of the latest Nissan GT-R.

(Nick Kurczewski)

Nissan has managed to create a $100K supercar that has the attitude of a working class hero. Call it Godzilla, or Iggy the Iguana…I don’t care. The GT-R is a no-holds-barred, no-excuses driving machine that has been built to go extremely fast, by any means necessary.